Polestar 3 245kW 92kWh Rear Motor Plus Pilot 5dr Auto

Ten Second Review

Polestar is evolving. And proof of that comes with the Polestar 3, here usefully improved with an 800V architecture. It was the company's first large SUV and of course is fully electric, with a sporty vibe that pitches it directly against rivals like BMW's iX and the Mercedes EQE SUV. The brand even claims it 'drives like a sportscar'; we'll see.

Background

It's been astonishing just how quickly the Polestar brand has grown, to begin with effectively on the back of just one model, the Polestar 2. Particularly as that car wasn't even (overtly anyway) part of the SUV genre that's most quickly driving sales in the electric market at present. The Polestar 3 very much is, this high-end large luxury EV originally launched in 2024 to evolve the company's design identity, aiming (in the company's words) to bring the 'sport' back to this class of SUV. Since then, that design identity has moved on further still with two additional Polestar models, the slightly smaller 4 (a mid-sized SUV) and the slightly larger 5 (a four-door GT), which you might expect to both share engineering with the car we have here. Actually though, this '3' is quite distinct. Unlike its showroom stablemates, it's built for Europe in the US, rather than in China. And uses different underpinnings, an SPA2 chassis borrowed from former Polestar owners Volvo, part of a drivetrain shared with that Swedish maker's 7-seat electric SUV, the EX90. As with the EX90, this Polestar 3 got a major update in Autumn 2025, with changes to the car's core computing system, a revised large battery and the substitution of the previous old-tech 400V electrical architecture with a faster-charging 800V set-up. It's that improved model we're going to tell you about here.

Driving Experience

'This is not a car to drive to the kindergarten', says Polestar, which seems ironic since that's exactly what an awful lot of Polestar 3s will be used for. The point the brand is trying to make is that this should be considered amongst more engaging large crossover EVs; think more BMW iX or Porsche Macan Electric than Mercedes EQE. The power outputs are tuned to fit with this emphasis on handling engagement. There's a base 'Rear motor' version with 333hp and a 375 mile range from its 92kWh battery. It makes 62mph in 6.5s. But many customers will want more EV range and a twin motor AWD set-up; in the mid-level 'Dual motor' version, that produces 544hp and 740Nm of torque, allowing 62mph to be dispatched in 4.7s on the way to 140mph. Range from this variant's larger 106kWh battery is 394 miles. The top 'Performance' twin motor variant has a 680hp output (with 870Nm of torque) and trims the sprint time to 3.9s. It also uses the 106kWh battery and range is 368 miles. The 'Performance' twin motor version should feel sharper through the turns, sitting 13mm lower than the standard car, with a shorter, stiffer suspension set-up. Whatever your choice though, the brand claims the car will be 'fun to drive': Chief Engineer Joakim Rydholm asserts that 'the 3 will breathe and flow a bit more than the Polestar 2'. You'll need to be aware that you have to stretch to one on the twin motor models if you want air suspension. This updated model benefits from a new in-house-developed permanent magnet synchronous rear motor that delivers higher output. Plus the front motor now features automatic disconnect functionality when not needed, just as on Dual motor versions of Polestar 2, improving efficiency and range during everyday driving. The new rear motor also means the power balance has shifted to a greater rear bias than before. Combined with updated anti-roll bars and extensive software refinement for the steering, Polestar claims that the result is a more direct and engaging driving experience. This improved Polestar 3 also includes a major upgrade to its core computing system. A more advanced NVIDIA DRIVE AGX Orin processor replaces the previous Xavier unit, increasing processing power from 30 to 254 trillion operations per second (TOPS). This leap with more than eight times increase in computing power enables faster, more intelligent management of active safety systems, battery performance, and sensor data.

Design and Build

This is a different kind of Polestar to other models in the line-up, though certain styling cues remain, like the Y-shaped 'Thor's Hammer' LED headlights, the full-width rear light bar and the chunky side cladding. Unlike with the Polestar 4 and Polestar 5, the rakish silhouette does have a conventional rear window. And there's a panoramic glass roof panel that curves gently towards the back, passing beneath a prominent rear spoiler. There are air-channelling vents at the leading edge of the bonnet and substantial rear haunches, with flush-fitting door handles offering a finishing touch. Size-wise, think BMW iX or Mercedes EQE SUV, so it's a large category SUV. Which means that more luxury and technology is expected inside up-front, where things are much as in the much pricier Polestar 5, which means that everything's dominated by a huge central screen that uses Google's latest Android Automotive OS operating system. Industry-leading connectivity features are claimed with this. That panoramic roof gives the cabin an airy feel - which isn't illusory. If you owned an earlier Polestar 3, you'll find that little has changed in terms of the look of this updated model, inside and out. The door text graphics have been updated to include the model variant and there's now a larger font for the Polestar 3 name. Inside, the standard upholstery is has been upgraded - to Bio-attributed MicroTech in Charcoal with repurposed aluminium deco. Otherwise, it's all as before. Which means that unlike in the Polestar 2, there's plenty of space on the back seat, where there's a fully flat floor courtesy of the next-generation Volvo/Polestar SPA2 EV architecture. You get a decently-sized 484-litre boot too, extendable to 1,411-litres with the backrest folded.

Market and Model

List prices (often discounted on the Polestar website) start with the base 92kWh 'Rear motor' model at around £70,000. You'll need around £78,000 for the mid-level 106kWh 'Dual motor' variant. And around £92,000 for the top 'Performance' twin motor version. Most customers though, as usual with EVs, will acquire ownership under leasing or PCP schemes. Visually, all three variants look much the same, though the 'Performance' version is distinguished by a lower ride height and larger 22-inch wheels (up from the 21-inch rims of the 'Dual motor'). The three trim levels are expressed through the seatbelt design, with solid black for 'Rear motor', black with a Swedish gold stripe for the 'Dual motor' and belts in full Swedish gold for the 'Performance' version. A revised pack and options strategy now make it easier for customers to tailor their car. The new Climate pack includes heated rear seats, steering wheel, and front wiper blades. The new Prime pack option bundles together Pilot, Plus, and Climate packs in combination with rear privacy glass. Prime pack is included as standard on the top 'Performance' and is optional on the two other variants. The audio system 'Bowers & Wilkins for Polestar' (with headrest speakers and active road noise cancellation) is now offered both as a single option and as part of the Plus pack. We should also brief you on the manner in which you'll need to buy or lease this car, since Polestar doesn't use many conventional dealerships, though these are gradually being added to the brand's UK network. The marque also offers what it calls 'Polestar Spaces' - basically automotive department stores in shopping centres - places like Westfield and Battersea in London, at The Trafford shopping Centre in Manchester and at The Touchwood shopping centre in Solihull. Plus Polestar has a Test Drive Hub in Milton Keynes. And engages in short term 'pop-up' shopping spaces at malls around the country. The primary idea though, is that you should place your order online via the British section of the Polestar.com website. Then connect into the brand as and when you need to - they'll come to you when your car needs servicing, three years cover for which is included in the price.

Cost of Ownership

We gave you the EV driving range figures in our 'Driving' section - up to 375 miles for the base 92kWh 'Rear motor' model, up to 394 miles for the 106kWh 'Dual motor' version and up to 368 miles for the 'Performance' variant. The big change for this updated version lies with the introduction of an 800 Volt electrical architecture. This upgrade enables significantly faster DC charging with a peak rate of up to 350kW for the twin motor cars (it's 310kW for the 'base 'Rear motor' model). This means that in the 'Dual motor' or 'Performance' variants, the 10-80% battery DC charge benchmark can take as little as 22 minutes, which is more than 25% faster than before. The new architecture also brings enhanced efficiency, up to 6% according to the WLTP cycle, and supports the integration of new lithium-ion batteries from supplier CATL. As for AC charging at home, well with a single-phase 7.4kW wallbox, you'll need around 17 hours for a full charge of the bigger 106kWh battery; you can improve that to around 11 hours if your wallbox uses an 11kW twin-phase supply. As before, this Polestar uses a multi-high-speed charging system that allows switching between 800 volt and 400 volt outputs. Public charging of course is currently the biggest EV issue, particularly for UK customers who are getting frustrated with our nation's patchy public charging infrastructure. Unlike rival Tesla, Polestar doesn't have its own-brand network of charging stations to take up the slack. Still, the brand has developed this and other future EVs with bi-directional vehicle-to-grid compatibility, which allows the Polestar 3 to power home appliances, electronics and even top up other EVs using the energy stored in its battery pack. The power output for bi-directional charging is set at 20kW.

Summary

Polestar says the 3 'stays true' to the brand's performance roots. It certainly stays true to the kind of formula likely to be well received in the growing sector for stylised large luxury crossover EVs. Despite the avant garde looks, the reality is that even in this updated form, it doesn't really bring anything dramatically new to the segment, but it does offer something refreshingly different from the usual German alternatives you might otherwise have to settle for. That's if you can get over a few issues. Neue Klasse BMW models are shortly going to redefine what customers in this segment can expect in terms of EV driving range. But even in this improved 800V form, the 'Dual motor' version of this Polestar 3 - the variant most customers will choose - can't even match the equivalent version of that Munich maker's older-tech iX in that regard. Which parent company Geely ought to be concerned about. If that doesn't bother you, you've also to consider the smaller issues of slightly restricted boot space and an over-reliance on the central touchscreen for driving functions. But none of these things need be deal-breakers if you really like what Polestar has tried to do here. And find yourself enjoying the satisfyingly sharp handling that the brand has somehow managed to engineer into this heavy big SUV. The result is a really different take on what a car like this should be. We like it for that. And think you might too.